Friday, December 23, 2011

Shaana Rahman and S.F. StreetsBlog on Criminal Charges for Drivers Who Kill Pedestrians

In Tuesday's StreetsBlog Post, "Will DA Gascón Reform the Double Standard for Drivers Who Kill?", our very own Shaana Rahman was interviewed for her thoughts and experience on the matter of charging drivers and bicyclists who kill pedestrians as criminal offenders:
Shaana Rahman, a lawyer who represents victims of traffic crashes in civil court, explained that injuring or killing a pedestrian due to negligence has traditionally been categorized as a civil offense rather than a criminal offense, which requires “intent to harm.”

“What I have seen in my practice is unless there’s an issue where a driver or cyclist is under the influence of drugs or alcohol or driving recklessly and willfully, such as drag racing or something of that nature, by and large there are no criminal charges filed against folks who injure other people in those situations,” she said. Regarding the criminal charges against Ang, she added, “In this situation, with this particular bicyclist where you don’t have those aggravating circumstances, it seemed unusual to me.”
This recent decision to charge bicyclist Randolph Ang for the death of pedestrian Dionette Cherney has been met with both support and criticism. Support for breaking from the established tradition of DA inaction against pedestrian deaths by drivers and criticism for beginning this tide change with this year's one bicyclist-caused death betwixt 12 driver-caused deaths.

But the most important question to consider is the one raised by Streetsblog: "Is Gascón getting serious about driver recklessness and negligence?" As quoted in the article, Ms. Rahman believes this could indicate “a fundamental shift in the punishment aspect of drivers who, in all other circumstances, would be seen as negligent drivers.”
“Criminal charges are important to deter certain behavior,” she said, and with so many cases of negligent drivers who kill or injure other people, “he’s going to have his hands full.”

Thursday, November 17, 2011

Shaana Rahman & KGO Radio on Embarcadero Collision

For those who missed it, Shaana Rahman spoke to KGO this past Tuesday afternoon regarding the District Attorney's decision on Monday to charge Randolph Ang, the cyclist involved in the fatal collision with pedestrian Dionette Cherney, with misdemeanor vehicular manslaughter. The collision occurred on July 15th, 2011 on Embarcadero and Mission and resulted in Ms. Cherney's death after the 68-year-old tourist received "blunt force injuries to the head" from being knocked to the pavement. On Monday, Assistant D.A. Omid Talai announced that Mr. Ang would be arraigned on November 23rd to carry out his one-year sentence in county jail.*

Reactions to Mr. Ang's sentence have ranged from cries of too little to too much. Fast forward to 43:52 to hear Ms. Rahman's speak on this tragic accident. What are your thoughts?


Audio Clip Courtesy of KGO Radio

Tuesday, September 13, 2011

The Tour de Fat is Back!


Grab your bike and get ready to party. Because this year's Tour de Fat is gonna be next Saturday the 24th at Linley Meadow in Golden Gate Park, from 10am to 5pm.

Organized by member-volunteers over at the SF Bike Coalition, the Tour de Fat is a free and open celebration for everyone of all ages. This year's entertainment features live music, face painting, and silk screening. On top of the fun will be the conventional bike parade, as well as the slightly-less-conventional fire-jumping bike show.

And finally, if a rodeo-circus isn't your cup of tea, remember that there will be plenty of good food and beer for sale in the park as well, with all proceeds going to the SFBC and The Bay Area Ridge Trail Council!

For event details, visit the SFBC website at http://www.sfbike.org/?fat

Friday, August 12, 2011

Berkeley Police Work to Improve Motorcycle Safety

A couple of weeks ago, officers of the Berkeley Police Department were stationed throughout the city on streets with the highest rate of motorcycle accidents.

This operation came out of the growing issue of motorcycle fatalities in California. A CBS San Francisco article said that data has shown the causes of these accidents to be mostly:
  • Speeding
  • Unsafe turning
  • Driving under the influence
  • Inexperienced riding
If these are the causes of accidents, it would seem that police vigilance is not going to be the cure-all to our problem. Instead, the best way to decrease dangerous riding might be to improve the manner in which all motorists are driving out on the road. For motorcyclists, rider training is readily available to refresh your memory of the rules of the road. Such training is offered through the California Motorcyclist Safety Program, which can be contacted by visiting www.CA-msp.org.

The police may be able to catch and charge unsafe drivers and motorcyclists, but they can only address half the issue at hand with tickets and fines. It's the motorists that will need to take on the challenge of safely sharing the road.

Monday, July 11, 2011

Sharing the Road Means Sharing the Air

A recent study done by Canadian scientists from Health Canada, Environment Canada, and University of Ottawa warns cyclists of the health risks they take when riding in the streets.

Now, they're not just talking about the everyday fear of being struck by a car, but specifically, the study shows that car pollution and tailpipe exhaust can cause heart problems in cyclists who share the road--and subsequently, the air.

In this study, the scientists attached heart monitors to 42 healthy, nonsmoking cyclists to measure their heart rates before, during, and after their cycling. They also attached air pollution-detecting instruments to their bicycles and assigned some to congested and others to uncongested roads.

It was discovered that those who traversed the more congested roads had a lower heart rate variability after their ride. Heart rate variability, as described in the SF Chronicle article about this study, is a way to indicate how efficiently the heart can respond to stresses like exercising. The heart of a person with a lower heart rate variability has a harder time responding than the heart of a person with a higher heart rate variability.

What is it about congested roads that make the air so toxic? According to the SF Chronicle again, the fine particles of pollution that escape through tailpipes are "small enough to lodge deep in the lungs. Tiny particles can also cross the blood-brain barrier, potentially harming the nervous system." And the cars that are known to emit the most of these toxic particles are diesel buses and trucks.

So now that you are properly worried for your health, keep in mind some simple advice from these scientists: (1) Keep farther away from tailpipes, as the the small particles clump together the further they get away from the car, making them too large to lodge deeply in your lungs; (2) Avoid streets with heavy traffic.

While this advice might seem trivial, it is the common sense of it all that will keep you safe.

Friday, June 17, 2011

Ford to Leave Muni at the End of June

At the end of this month, Nathaniel Ford will be leaving his post as the chief of Muni. And in the search for his replacement, the SFMTA is switching it up from their conventional nationwide hunt and sticking to the local candidates with more intimate knowledge of the city's transit history and needs.

Tom Nolan, the Chair of SFMTA's Board of Directors, revealed the leading local choices to be Chief of Department of Public Works Ed Reiskin and Executive Deputy Director and Interim Boss of the SFMTA Carter Rohan.

Reiskin is described as the more popular and likely choice because of Rohan's time spent in Texas, where his family resides. Friday's SF Examiner Editorial entitled "What the City needs from Muni's next boss", explains the need for a chief that is "in-it-for-the-long-haul" with "100 percent commitment to solving the problems." The column specifically criticizes Ford for displaying a lack of investment into his post other than using it as a "stepping stone to some even-larger city's better-paying transit post" as exemplified by his recent dalliance with DC's Airports Authority.

It should also be mentioned that these changes bring some potentially good news for the taxpayers. The SFMTA is looking to negotiate the salary with its next chief, which will hopefully mean that he won't be making Nathaniel Ford's preposterous $308,000 annual salary. Not only was Ford the highest-paid city official, he is also receiving a $384,000 severance check along with three months of $3,000/month family healthcare coverage. On top of that, he will also be cashing in $67,000 worth of deferred compensation and unclaimed bonuses.

Source: SF Examiner

Friday, June 3, 2011

Plaintiff Magazine: Bike Law 101 by Shaana Rahman

As those of you who follow us on Facebook may know, our very own Shaana Rahman recently wrote an article for Plaintiff Magazine in which she outlines 4 key tips to bike law and to representing cyclists.

As explained in the article, the attention directed on cyclist-motorist collisions--and the laws concerning them--is a direct result of the rise in urban cycling.

While I highly recommend reading the article itself, here is a brief summary of the 4 tips Ms. Rahman offers:
  1. Remember that the California Vehicle Code applies to cyclists: "It is important to ascertain whether or not your cyclist was in a riding position that comports with the Vehicle Code."
  2. Get to know what type of cyclist your client is: "The best client will be someone who is an experienced rider, riding a bicycle that has all the requisite safety equipment, meeting the requirements of Vehicle Code sections 21201 and 21201.5 and who is wearing bright, reflective clothing (including a helmet) to maximize their visibility."
  3. Evaluate differently each of the 5 most common car-versus-bike collisions: "1) A vehicle making a right turn across the cyclist's lane of travel; 2) A vehicle executing a left turn at an uncontrolled (or non-dedicated left turn) intersection; 3) Dooring; 4) The failure of the cyclist or motorist to stop at a red light or stop sign, and 5) A vehicle or cyclist passing on the right."
  4. Identify the other causes of the collision, including defective roadway collisions: "If you can identify a dangerous roadway condition, you will need to pursue a claim against any public entity that owned, possessed or maintained the roadway. If the public entity retained a private contractor to perform the road work which gave rise to the defect, the contractor will also be a defendant."
If you are a regular reader of our blog or Facebook, or even if you have just been in the city streets, you are probably more than aware of how important bike law and safety is becoming. These tips, particularly the 4th, are critically important to follow when defending your client, not only to aid the individual, but to prevent future accidents from occurring by improving the condition in which our cyclists are riding.

Make it your mission to protect and speak up for these cyclists if you want to see some real change to our city.

Friday, May 27, 2011

Folding Bikes on Muni

Muni has recently decided to allow folding bikes aboard all buses and streetcars, excluding the historic cable cars.

Bike advocates including Bert Hill, chairman of the SF Bicycle Advisory Committee, have been lobbying for all bikes to be allowed onto Muni buses. Nevertheless, Hill and others see this as a step in the right direction. Spokesman Paul Rose of the MTA believes this policy will promote the city's transit-first policy which, according to the Chronicle, "aims to get people out of their cars to cut down on air pollution and traffic congestion."

However, Rose also warns that officials need to keep an eye on how this change will affect commuters. Because while Hill and other bike advocates have responded positively to this announcement, many comments on this article--by mostly non-biking commuters--are not nearly as welcoming. The topics of criticisms range from demanding bikers pay extra to complaining that bikes will overcrowd already overcrowded buses. Such comments included:
JuniperoSerra: Bad idea! Who wants to get dirt from their tires or grease from the bike's chain on their clothes when these folks take their folding bikes onto a crowed [sic] bus or streetcar.

ender_of_sf: Things are bad enough on our too often overcrowded busses [sic] as it is, espeically [sic] during commute hours. Why do bike riders think the public transit should haul their vehicals [sic] around at no extra charge when they don't feel like riding them.

sfnative650: So now some guy rides his bike up to the bus and everybody has to wait for him to fold up his bike? And then they get to trip over it trying to get in or out the bus? Looks like lawsuits here...Aren't bikes to be ridden and not ride on a bus? How about the bus tow a trailer behind it so you can store your car and ride the bus?

qframer: I'm a folding bike rider. I love them. I am a member of bicycle advocacy groups, and I want transit options for bikes.

But this is INSANITY. There is no way I can fit comfortably in any Muni vehicle with my folding bike unless it is nearly empty. I can't believe both Muni and Bicycle Coalition people put this much effort into something that will only build resentment toward cyclists.
What are your thoughts?

Friday, May 13, 2011

Muni Overtime Budget Exceeds Expectations

Muni's budget for overtime this year was $30.8 million out of a total budget of $775 million. Now overtime has gone up $18 million to $48.3 million. Why?

A normal day for Muni requires 1,491 operators to run all services. And also on any normal day, they are short 300 of those required operators (which might explain why your bus never seems to be coming). Muni officials say that if they were to decrease the budget for overtime, buses would have to run less frequently, angering more passengers.

However, passengers are already angry. Comments in Chronicle article say things like, "The riding public will not miss the runs as it'll just be normal riding Muni" and "Is anyone working for this agency competent? Problems with drivers are well known, but it's pretty clear that management (especially the absentee Nat Ford) are a pack of idiots as well."

And the criticisms aren't just coming from the public, but from city officials as well. Board President David Chiu is accusing Muni officials for not taking their budget mishaps seriously, saying, "The years of promises remind me of Groundhog Day. Management is far better at providing excuses than delivering results."

Friday, April 29, 2011

Speed Limit for Bikers on the Golden Gate Bridge

The Plan
In the past couple of weeks, there has been a lot of talk about how officials with the Golden Gate Bridge District are planning on imposing a biking speed limit of 10 mph on the regular path and to 5 mph near the towers. Highway patrol will be using radar guns to monitor passing cyclists' speed. Violators will be fined $100.

GGB spokeswoman Mary Currie told the Chronicle that this plan is to prevent bike and pedestrian accidents that are, according to GGB officials, commonplace on the bridge. A study showed that in the past ten years, there has been a total of 164 accidents, 39% of which involved excessive speeding. The solo bike crash happened 5 times more often than collisions between bikes and pedestrians.

The GGB's Board of Directors will vote on the approval of this new project on May 13th. If it's approved, the limit would most likely be in effect by the end of the summer.

Cyclists' Criticisms
So far, the response has been generally negative. Hunter Ziesing of local cycling group ZTeam calls the plan a "smart" idea, but thinks the fine is too high and the speed too slow.

However, most others are not so agreeable. In contrast to the safety concerns raised by the GGB officials, many cyclists are arguing that this speed limit is unwarranted and unnecessary. In another article by the Chronicle, recreational cyclist P.J. Gallagher, who often bikes the Golden Gate, calls this plan "a joke" because "it's a solution for a problem that doesn't exist."

Other cyclists have raised the complaint that it will be difficult for them to know what speed they're travelling because most bikes are not equipped with speedometers. According to the study, the current average speed of cyclists on the bridge is 13-17 mph.

And even more have complained about the singling out of bicyclists when tourists are "the real problem" because, according to daily-commuter Lew Ketcher, "There are people coming right at you with a camera in one hand, looking out at the water. There are people stopping right in the middle of the path to take a picture."

It's too bad that, with money as the concern, tourists and unnecessary fines are the city's best friends.

Friday, April 8, 2011

"HowFuckedIsMuni.Com"

When you’re standing at a bus stop for far too long and you have no idea whether the bus passed by earlier than schedule or if it’s just extremely late, would you say that ignorance is bliss or just really, really annoying?

Well, considering the popularity of NextBus.com—the handy site that tracks your buses and their estimated time of arrival to all stops—I’d bet you’re more likely to be standing at that bus shelter with a frown on your face than a smile. If you haven’t checked out NextBus, I would recommend giving it a try so you never again have to stand in the cold, wracked with will it/won’t it questions. And instead, you’ll know exactly when the bus is coming in real-time and plan accordingly.


How Fucked Is Muni? is a site inspired by Is the L Train Fucked? which tells New Yorkers if the L Train is late enough for them to splurge on a cab ride home. HFIM combines the L Train model with NextBus.com real-time technology to tell you how delayed your ride is. So instead of waiting impatiently for your late bus, now you can know exactly how fucked you are because of Muni.

Friday, April 1, 2011

Bike Boxes: Good Idea?

In light of the new Market Street bike boxes, the SFMTA has provided a handy infographic on how to safely use them:


In their press release, the SFMTA said that bike boxes are "designed to improve the visibility and positioning of bicyclists at intersections with traffic signals and to prioritize bicycles as they move through intersections. Bicyclists stopped in a bike box are easily seen by motorists, improving safety at intersections. Bike boxes provide a separated waiting area for bicyclists and can increase pedestrian safety by improving visibility and decreasing both motorist and bicycle encroachment into crosswalks."

Also included in the press release was additional guidelines to using these bike boxes. Whether you bike, walk, or drive, it's very important to know these rules.
What Motorists Should Know
When the traffic signal is red, motorists must stop behind the white stop line behind the green bike box. Motorists should not stop on top of the bike box, but rather keep it clear for cyclists to use. Right turns on a red signal will not be allowed at these intersections.

When the light turns green, motorists and cyclists may move through the intersection as usual, with cyclists going first. Motorists turning right on green should signal and watch for cyclists to the right.

What Bicyclists Should Know
When a traffic signal is red, bicyclists must enter the bike box from the approaching bike lane and stop before the crosswalk.

When the light is green, bicyclists should proceed as normal through the intersection. Bicyclists should be aware of right-turning motorists, especially while in the crosswalk and the intersection.
What are your thoughts on these bike boxes? Do they seem more helpful than potentially harmful?

The People Plan

In preparation for the 2013 America's Cup yacht race taking place on our city's waterfront, Mayor Ed Lee is working towards improving Embarcadero's pedestrian, bike, and transit congestion.

The People Plan lays out the possible changes city officials can make. According to SF Streetsblog, these changes include:
  • Extending the F-line to Fort Mason
  • Implementing a bike share program with safe parking systems
  • New wayfinding signs on biking and walking routes
  • Prioritizing Bike Plan projects and adding more bike lanes
These changes can really make a big difference to the waterfront, not just for the event, but permanently. If there are any changes you want to see, this is the time to suggest them. And hopefully, after the tourists have all gone home, they'll leave behind a more commuter-friendly Embarcadero.

Friday, March 25, 2011

MTA Calls Slow Street Safety Improvement "Paralysis by Analysis"

The Confusion
A meeting at City Hall on Tuesday discussed the climbing political pressure to bring about a quick fix to pedestrian danger. The problem has long been established and addressed, so what's taking so long to solve it?

Well, according to MTA's Board of Supervisors David Chiu, "We are experiencing a little bit of paralysis by analysis." With so many different agencies conducting studies and presenting plans and statistics, Chiu claims that it is the bureaucracy that is preventing any real action.

Deputy Director of Planning for the SFCTA (San Francisco County Transportation Authority) Tilly Chang calls this problem a problem of "fragmented responsibility." And it is unsurprising that responsibility is so difficult to delegate because, in the SFCTA's "Update on Citywide Pedestrian Safety Efforts", the Authority is listed as "one of 12 agencies currently participating in the City's newly-established Pedestrian Safety Task Force." Despite the confusion, Chang says that the responsibility falls mostly on the MTA because they are "arguably" the lead agency on pedestrian safety.

Meanwhile, Elizabeth Stampe of Walk SF doesn't think it's that simple, saying, "In some ways having the MTA be the agency where it's centered makes sense, but in some ways the work that the other agencies are doing gets translated into real action on the streets faster and in a way that satisfies people more."

But while everyone is trying to figure out who's running the show, reps from all agencies agree that immediate action needs to be taken--if not because it's been long overdue, then because the political pressure is getting to be too much.

A Few Results
From the meeting's confusion arose a few key ideas for improvement:
  1. Data integration.
  2. Better enforcement efforts by the SFPD.
  3. Reducing the speed of automobiles. According to Rajiv Bhatia of the SF Department of Public Health, "We've calculated that serious injuries could be reduced by over 50 percent from a 5 mile an hour reduction in the travelling speed." However, he also noted that traffic laws might impede the realization of the plan. And I think it's safe to say that we don't need anything else impeding real action.
Source: http://sf.streetsblog.org/2011/03/22/san-francisco-pedestrian-safety-efforts-mired-in-city-bureaucracy/

Friday, March 18, 2011

Nathaniel Ford: Soon to be jobless?

Last we heard of him, Nat Ford was on his way to being the new head of the Metropolitan Washington Airports Authority. But, according to theWashington Post, late Wednesday, Ford received a message from DC informing him that they've "reopened the search" for potential candidates.

And should they deny him the position, it is not guaranteed that Ford will continue as the director of the SFMTA. In fact, many board members are now questioning his loyalty and dedication to the SFMTA.

According to SF Streetsblog, Supervisor Scott Wiener said, "I like and respect Nat Ford but it's also very important that we have an executive director of the MTA who is completely focused on the agency, and who wants the job. And it seems like Mr. Ford is looking elsewhere and we need a complete focus on MTA."

Chairman Ross Mirkarimi also pointed out that the pay history of directors has risen because they "are always looking for the next best thing." He said that this system is a "self-perpetuating cycle [created] by the transit directors themselves and by the industry that supports the rotation of these transit directors so that they keep earning more money each time they relocate, and there is no end in sight. The theory behind this is, in order to get someone that's competitive and comparable to the industry standard, we have to spend $50,000 more each time we get a new director. Pretty soon we're gonna be at $400,000 for a new director. I find that absurd."

It seems that members of the SFMTA board itself are fed up with their directors' preoccupation with their wallets rather than our transit system. If Nathaniel Ford is booted from the SFMTA, let's hope that his replacement won't just be another addition to this self-perpetuating cycle.

Friday, March 11, 2011

New Chief of the SFMTA?

A month from now, Nathaniel Ford will be finding out whether or not he has been offered the spot as the new president and CEO of the Metropolitan Washington Airports Authority.

Should he get the job, the city will have 60 days to find his replacement.
According to the SF Chronicle, the top candidates for replacing him as the future chief of the SFMTA (and future earner of the highest salary on the city payroll) are:
  1. Edward Reiskin - Director of the SF Public Works Department who "has no direct transportation background but a deep well of management experience is well liked by supervisors and the mayor."
  2. Carter Rohan - Deputy Executive Director for the Municipal Transportation Agency and and former Capital Projects Director, described as a "a veteran transportation executive."
  3. Stuart Sunshine - Currently working for a "private-sector construction management and engineering firm" and "held several senior positions in city government, including the top job at Muni on an interim basis."
  4. Debra Johnson - Director of Administration at the MTA who is "leading contract negotiations with Muni operators."
The SF Chronicle article also goes on to list the several, multi-faceted problems the new chief would face in this time of transition and scrutiny for the SFMTA. To read more: http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2011/03/06/BA7T1I4CJO.DTL

Who do you think would be the best chief? What qualifications and experience should we expect from them?

Friday, March 4, 2011

Bike-Friendly Candidate for Mayor

On Monday, President of SF's Board of Supervisors David Chiu announced his candidacy for mayor. Running on a platform of improving "sustainable transportation", Chiu declared on the steps of City Hall: "We're the city that invented the cable car, but while we call ourselves a Transit-First city, we are sick of gridlock, we are sick of potholes and we're sick of Muni."

Chiu is presenting himself as the "candidate for mayor who doesn't own a car, who gets to City Hall either on the number 49 or on [his] bicycle" and as the candidate who firmly believes that "we can do better" when it comes to public transportation and protecting pedestrians and cyclists on the streets.

We'll be sure to keep an eye for what he's got planned!

Friday, February 25, 2011

SFMTA Under Investigation for Multiple Muni Safety Violations

In response to The California Public Utilities Commission's allegation of Muni's safety hazards, SFMTA spokesperson Nathaniel Ford had this to say: "We have a very safe system. We've had our challenges over the years...but we have a good track record. It could always be better, but more recently over the past few years we've been slowly but surely improving our safety record."

While the SFMTA's optimism plays on and on like a broken record, everyone has gotten sick of hearing the same old tune. Luckily, there's some good news for those of us who have been waiting far too long for someone to change the song.

During 20 inspections conducted between July 2009 and January of this year, The CPUC discovered repeated safety violations that might potentially endanger Muni's passengers. In their official press release, the CPUC said that they are particularly concerned with "the material condition of the light rail system, SFMTA's failure to initiate or complete Corrective Action Plans to address known problems, late reporting or non-reporting of incidents, and failure to respond to CPUC inspection findings."

As a result, the CPUC has voted to open penalty clauses, meaning an Administrative Law Judge will listen to the testimony regarding these safety violations and rule whether or not the SFMTA will incur a fine for their conduct.

The CPUC has listed 8 safety violations as strong evidence for why they have taken these punitive measures:
  • The track at Church and Duboce Streets has deteriorated and has numerous defects. The track was inspected on August 12, 2009, and re-inspected on October 20, 2009. CPUC staff have yet to receive any plan for correction.
  • Sunset Tunnel has numerous violations including that the Automatic Train Control System (ATCS) is not operating in the tunnel. The SFMTA is not following its own regulations regarding speed restrictions in a non-functioning ATCS area. The SFMTA responded to a CPUC staff inquiry stating that the ATCS never functioned in the tunnel; however, the SFMTA did not provide any documentation to verify the claim. The SFMTA has yet to provide a plan for restoration of the ATCS.
  • A June 3-4, 2010 inspection of the Church Portal noted numerous deficiencies including induction damaged loop cable supports, cable not properly supported, cables rubbing switch rods, junction box problems, and others. A follow-up inspection on January 7, 2011, noted the same deficiencies.
  • The ATCS functions poorly in the Market Street Tunnel and appears not to operate at the Embarcadero Station. The SFMTA continues to delay replacing the induction loop cable. The situation may have contributed to an incident on October 1, 2010, in which one Light Rail Vehicle (LRV) hit another LRV at the Embarcadero Station. This accident caused major damage to both LRVs. Both train operators had minor injuries and were transported to a hospital.
  • SFMTA did not have a blue flag/blue light procedure in place until January 2011. This is a safety procedure required to prevent injury to personnel working underneath or around LRVs. Despite a May 12, 2010 SFMTA bulletin and a December 7, 2010 SFMTA memorandum requiring this procedure, on December 14, 2010, CPUC staff witnessed Muni employees working without a blue flag or blue light.
  • The last Triennial Audit of the SFMTA occurred in October 2008. Of the 49 Corrective Action Plans created by the SFMTA, 17 remain open. Several of these are significant and relate to the SFMTA's track inspection program and the documentation of that program. In several recent meetings with CPUC staff, the SFMTA has not been able to provide a status report on the open Corrective Action Plans.
  • In the CPUC staff inspections of SFMTA from July 17, 2009 through January 2011, numerous material problems with SFMTA are documented. Of the 29 inspections, 26 required responses and Corrective Action Plans, which have not yet been received. The inspection reports required a response within 30 days.
  • SFMTA must submit final accident investigation reports within 60 calendar days of the accident. The SFMTA has eight accident investigation reports still outstanding for 2009 (some 13 months late) and 25 accident reports from 2010. Each of these late reports is a separate violation.
Despite these penalty threats, the SFMTA is optimistic and have expressed their confidence in being exonerated of all accusations.

And while it would be a great step forward to have the SFMTA take responsibility for their mistakes, if they are fined a large sum of money, they might make this another excuse for budget cuts and fare hikes, even if a large part of their financial woes is due to the ever-increasing pay checks the higher-ups receive. Even if the CPUC forces the SFMTA to assume responsibility for their sins in safety violations, it won't guarantee that the SFMTA will also own up for their fiscal incompetence.

Friday, February 18, 2011

A Rising Problem In Need of a Speedier Solution

The Bay Citizen recently reported on rising bike accidents and their leading causes and locations, using data reported to the SFPD within the last two years. With helpful infographics, the article provides statistics and viewpoints both bicyclists and drivers should be aware of.

Accident Hot Spots
For 2009-2010, these most dangerous neighborhoods averaged the following number of accidents:
The Mission: 96 accidents
South of Market: 85 accidents
Downtown: 68 accidents
Western Addition: 41 accidents
Financial District: 34 accidents
Inner Richmond: 27 accidents
Castro-Upper Market: 27 accidents
Haight-Ashbury: 22 accidents
Outer Mission: 16 accidents
North Beach: 15 accidents
Bernal Heights: 13 accidents
Lakeshore: 12 accidents
Bayview: 11 accidents
Outer Sunset: 11 accidents
...while the most dangerous streets and intersections were:
  1. Market and Octavia: 14 accidents
  2. Market and 5th: 14 accidents
  3. Market and New Montgomery: 8 accidents
  4. Geary and Polk: 8 accidents
  5. Powell and Masonic: 8 accidents
Reported accidents increased from 554 in 2009 to 593 in 2010.

One suggested explanation is that there is an ever-increasing number of riders. According to the SFMTA, the number of cyclists increased 70% (from the count in 2006) at the 5th and Market intersection, 75% at 17th and Valencia, and more than 100% at Fell and Scott.

However, between 2009-2010, the increase in cyclists was only 3% while the increase in accidents went up by 8%, showing that accidents are, in fact, climbing at a faster rate than ridership.

Assigning Fault



According to these graphs (created by The Bay Citizen) a shocking 50% of accidents are the fault of the cyclist, with cars in a close second at 40% of the time.

However, it is important to keep in mind that it's the SFPD that "determines fault", and that cyclists feel very strongly that the cops often favor the drivers. Take for example, Kate McCarthy's story:
Kate McCarthy, 31, was biking up Mission Street in February 2009 when a recreational vehicle going the opposite direction made an illegal left turn right in front of her. She swerved, but still collided with the giant vehicle, crashing her bike and cutting her face. After a police officer showed up to take the report, he refused to cite the driver, even though there were several witnesses, according to McCarthy. The officer would not write up a police report assigning fault.

McCarthy filed a complaint with the city's Office of Citizen Complaints. Three months later, the body ruled that the police department should have issued a report.

Measures for Safety and Prevention?
A situation like Ms. McCarthy's is concerning for cyclists because it raises the question, "Who is protecting me from being run down on the streets?" If not the cops, then who?

In response to this important question, cyclists and organizations like the SF Bike Coalition have successfully lobbied for protection in street medians and more bike lanes. But these small successes have not been enough.

Take, for instance, the Market and Octavia streets:
While six accidents happened in 2009, eight occurred in 2010 -- all of them taking place after the improvements were made. Almost every crash here is caused by cars making illegal right turns.

"The more things they try there, it doesn't really help," said Shaana Rahman, a lawyer who has represented two cyclists in Market/Octavia crashes. "I feel like the answer is to let the cars go right and move the bike lane to a mid-bike lane."
It is clear from this data--which does not include unreported accidents--that the danger is very much real and very steadily building. So the only question that remains is: How much longer do we have to wait for the city to catch up with these dangers and provide reliable solutions?

Friday, February 11, 2011

Danger Aboard AC Transit Buses

On Wednesday night, AC Transit's 72-line bus was shot at multiple times with one bullet breaking a rear window. One passenger was injured by the shattering glass and police are still investigating the circumstances and motives behind the shooting.

The incident occurred at 9:50 P.M. at Third St. and Grove Ave. According to AC Transit's spokesperson Clarence Johnson, the bus had stopped to let a passenger off when a group of 8 young males in their late teens/early 20s approached the bus. One of them stepped onto the bus, looked towards the back of the bus, and got back off. Seconds later, someone, presumably from the group of 8, fired multiple shots at the bus.

Since the shooting, AC Transit bus drivers have been reluctant to drive through this area, demanding better protection and assurance of their safety. According to this article, this shooting was the 5th violent incident this year, following last year's 10. Even with so many disturbances, AC Transit has not installed security cameras on all buses because, according to Johnson, each camera costs $14,000, and with their budget woes, many of these buses are going to stay camera-less. So as a temporary security measure, AC Transit arranged for deputy police officers to escort the 72-line in north Richmond on Thursday evening.

But without a permanent fix that assures safety of the drivers and passengers, drivers warn that they will abandon this route in the near future.

Sources:

Friday, February 4, 2011

Redesigning the Embarcadero Promenade

For many years, the pier has been the site of much public activity beyond shipping and unloading cargo. If you bike, walk, or jog regularly on the Embarcadero Promenade, you probably have a good sense of what it is like to try and navigate the chaos of tenets, tourists, sidewalk restaurants, and maritime businesses.

With so many different people fighting for space on the Promenade, the Port of San Francisco is trying to solve this problem by officially outlining and 3 specific zones of activity:


The Building Edge - "a space to transition between the building and the Promenade, where people enter and exit the building and where retail tenets can establish street-level identity."

The Circulation Corridor - "the central space of the Promenade where people traverse the length of the wavefront."

The Curb Area - "a transition zone between the roadway and the Promenade where street lights, roadway signs and pedestrian furnishings will be placed."

For further details, the Port of S.F. has their Design Criteria up online for public review so you can know just exactly where to bike and walk safely.

Tuesday, January 25, 2011

Establishing School District Liability In Cases Involving the Assault and Battery of Students by Students By Shaana A. Rahman

Unfortunately, we are seeing a rise in both physical and sexual assaults of students, while at school, by other students. While we are all familiar with the schoolyard fight, there is a point at which such fights give rise to liability, not only on the part of the assaulter and his or her parents, but also on the part of school officials, including the school district, and supervising teachers. Similarly, when a child is sexually assaulted at school by another child, it is necessary to evaluate the potential liability of the school entities and its employees. When a parent sends a child off to school, it is with the implicit, and sometimes explicit, understanding that the school will keep the child safe throughout the school day. In fact, it has long been held that “[a] special relationship is formed between a school district and its students resulting in the imposition of an affirmative duty on the school district to take all reasonable steps to protect its students…[t]his affirmative duty arises, in part, based on the compulsory nature of education.” (M.W. v. Panama Buena Vista Union School District (2003) 110 Cal.App.4th 508, 517, citing, Rodriquez v. Inglewood Unified School Dist. (1986) 186 Cal.App.3d 707, 714-715, Cal. Const. art. I §28, subd. (c) [students have inalienable right to attend safe, secure and peaceful campuses]; Educ. Code §48200.)

Additionally, there are a myriad of requirements set forth in the California Education Code and the California Code of Regulations that, if not met, can give rise to liability on the part of district employees. Specifically, Education Code §44807 provides: “[e]very teacher in the public schools shall hold pupils to a strict account for their conduct on the way to and from school, on the playgrounds, or during recess.” Pursuant to Cal. Code Regs., tit. 5, §5551 a principal is responsible for the supervision and administration of his school. Also, § 5552 provides, “[w]here playground supervision is not otherwise provided, the principal of each school shall provide for the supervision by certificated employees of the conduct and safety . . . of the pupils of the school who are on the school grounds during recess and other intermissions.” As many incidents occur during recess periods, this statute is particularly useful in establishing the parameters of the liability. The purpose of the foregoing laws is to regulate students’ conduct “so as to prevent disorderly and dangerous practices which are likely to result in physical injury to immature scholars.” (M.W. v. Panama Buena Vista Union School Dist. (2003) 110 Cal.App.4th 508, 517-18 review denied (Oct 01, 2003) [quotations omitted].)

This article will discuss the three main theories of liability in assault and battery cases: 1) negligent supervision of students, 2) negligent hiring training or supervision of district staff and 3) dangerous conditions of public property. Additionally, I have provided a checklist of documents to obtain to properly investigate a school assault and battery case.

1. NEGLIGENT SUPERVISION CLAIMS

California Government Code §815.2 provides that “[a] public entity is liable for injury proximately caused by an act or omission of an employee of the public entity within the scope of his employment if the act or omission would, apart from this section, have given rise to a cause of action against that employee.” (Cal. Gov. Code §815.2.) In addition, Government Code §820 provides that “a public employee is liable for injury caused by his act or omission to the same extent as a private person.” (Cal. Gov. Code §820.) Thus, there may be direct liability of school district employees such as teachers, hall monitors and school administrators and vicarious liability for the school district. The majority of such cases hinge on 1) what the school personnel should have done, 2) what they did do and 3) what they failed to do.

Most school districts and schools have written materials that address how the business of the safety of students must be conducted. This is generally in the form of an employee handbook or training materials, which have sections devoted to physical altercations and sexual harassment or assault. Many schools also now have a “zero tolerance” policy for students touching each other, even, that which is, as one school administrator described to me, “innocent touching, like hand holding”. Often such manuals will contain the student-teacher playground ratios, and the supervision requirements during recess, and lunch or other times when students will be moving through the halls. As many physical altercations take place during these times, it can be relatively easy to identify whether or not school officials failed to monitor students when they should have been, including whether there were insufficient numbers of school employees present, making adequate supervision impossible. More problematic are sexual assault cases which generally take place out of view in places like restrooms, empty classrooms or other areas obscured from view of supervising school employees. In these cases, the facts must be scrutinized to evaluate the extent of supervision. An important factor in this analysis is the ages of the children being supervised.

The California Supreme Court in the leading case of Dailey v. Los Angeles Unified School Dist. (1970) 2 Cal.3d 741, 747, has aptly stated the rule (codified in Education Code sec. 44807) concerning negligent supervision:

While school districts and their employees have never been considered insurers of the physical safety of students, California law has long imposed on school authorities a duty to "supervise at all times the conduct of the children on the school grounds and to enforce those rules and regulations necessary to their protection.” [Citations.] . ..The standard of care imposed upon school personnel in carrying out this duty to supervise is identical to that required in the performance of their other duties. This uniform standard to which they are held is that degree of care "which a person of ordinary prudence, charged with [comparable] duties, would exercise under the same circumstances." . . . Either a total lack of supervision or ineffective supervision may constitute a lack of ordinary care on the part of those responsible for student supervision. (Daily, supra, 2 Cal.3d 741, 747.)

Dailey involved unsupervised students who engaged in a “slapboxing” contest which left one student dead. The Court in Daily opined that “our courts have often held that a failure to prevent injuries caused by the intentional or reckless conduct of the victim or a fellow student may constitute negligence. “ (Id. at 749.) Dailey reversed a directed verdict for the defendant school district. The Dailey court also noted that the younger the students, the greater the vigilance required of the school district, especially for pre-high school students. ( Id. at 748.)

The courts in both M.W. v. Panama Buena Vista Union School and Leger v. Stockton Unified School District (1988) 202 Cal.App.3d 1448 similarly held that a cause of action against a school district is viable for the district employees’ negligent supervision of its students and premises. In Leger, the Court found that the defendant district owed a duty of care to plaintiff and as such was liable to plaintiff pursuant to Government Code §§815.2 and 820. The Court’s opinion was based on its finding of a special relationship between the student and the district employees, including the principal and the wrestling coach. (Leger, at 1459.) The Court also analyzed the foreseeability of the harm to the plaintiff, referencing the holding in Peterson v. San Francisco Community College District, 36 Cal.3d at p. 812.)

The Court in Leger further found that as the defendants at issue would have been liable to plaintiff upon the facts pled if they worked in the private sector, the defendant employees were similarly liable pursuant to §§815. 2 and 820. In M.W. v. Panama, supra, the Court held that the school district owed a duty of care to protect the plaintiff from a sexual assault committed by another student. In so holding, the Court opined that “[s]chool districts are subject to well-established statutory duties mandating adequate supervision for the protection of the students…[t]hese affirmative duties arise from the compulsory nature of school attendance, the expectation and reliance of parents and students on schools for safe buildings and grounds, and the importance to society of the learning activity that takes place in schools.” (Id. at 685-686.) Thus, it is well established that a school district owes a duty of care to its students to protect them from sexual assaults. (See also, Virginia G v. ABC Unified School District (1993) 15 Cal.App.4th 1848, 1855-1856.)

In a recent case involving a playground sexual assault, prior to litigation I was able to procure an employee handbook for a particular school which contained the following: “[y]ard duty is a legal responsibility…[c]irculate in the area around your duty location in order to monitor play.” “STUDENTS MUST BE SUPERVISED AT ALL TIMES.” Armed with the school’s internal policy, it was then just a matter of getting the school personnel to admit that there was no excuse for letting a student out of their sight, even for a moment. It was also then easy to point to the specific conduct on the part of the school personnel which violated the school’s own policy, creating an opportunity in which the assault to occur.

2. NEGLIGENT TRAINING, HIRING AND/OR SUPERVISION OF EMPLOYEES.

In many instances, the plaintiff may be able to allege that the incident was facilitated by the school district’s hiring and continued employment of personnel who were neither qualified nor properly trained and as a result were ill-equipped to ensure the safety of the children left in their care.

California Code of Regulations, title 5, §§5551 and 5552 requires the school district and its administrators, such as the principal of a school, to staff common areas, including playgrounds with competent, adequately trained staff. Moreover, school administrators have a continuing duty to supervise such staff members to ensure that they were competently performing their sole job, i.e., protecting the children from harm. It is not sufficient for the school to have a host of rules pertaining to safety and supervision. The school administrator must ensure that such rules are being followed by school employees and that such employees have the requisite knowledge and training to execute the rules. (See, Virginia G. v. ABC Unified School District (1993) 15 Cal.App.4th 1848, [sexual molestation of a student by a teacher; held liability can be imposed on the district based on the negligence of its employees who were responsible for the hiring and/or supervision of the teacher if such employees knew or should have known of the teacher’s history of sexual misconduct with students under his supervision.].)

Defendants will typically rely on the Fourth Districts’ holding in DeVillers v. County of San Diego (2008) 156 Cal.App.4th 238,to assert that no cause of action for “negligent training, hiring or supervision (of a public entity’s employees)” by a public entity can be pursued. However, the Court’s analysis in this case distinguished between direct and vicarious liability. Ultimately, the holding is fact specific in a case where there was a tenuous link between the failures of the district and its employees and the third-party’s conduct.

Oftentimes, the school personnel left in charge of supervising children on the playground or on the lunchroom have little or no training on how to identify or prevent potential dangers and have been provided no instructions on how to keep students in their charge safe.

3. PLEADING A DANGEROUS CONDITION OF PUBLIC PROPERTY.

When an assault and battery occurs on school grounds, out of the direct line of sight of a school employee, investigation into whether the configuration of the premises created a dangerous condition is necessary. In sexual assault cases, many times a child will be lured to a location away from other students and teachers to a location such as behind a fence, a dumpster or hedges—something where an activity can be hidden. In this scenario, the school district will assert that they were in fact supervising the children, yet as the act occurred outside of their view they neither knew or should have known about the conduct.

In these circumstances, a cause of action for dangerous condition of public property can be used to assert that the configuration of the premises created a danger, giving rise to the assault. This can occur on playgrounds where there is a gap in a fence, a high hedge or a misplaced dumpster where children congregate to “hide” from school officials.

California Government Code §835 provides that “a public entity is liable for injury caused by a dangerous condition[1] of its property if the plaintiff establishes that the property was in a dangerous condition at the time of the injury, that the injury was proximately caused by the dangerous condition, that the dangerous condition created a reasonably foreseeable risk of the kind of injury which was incurred, and either: (a) [a] negligent or wrongful act or omission of an employee of the public entity within the scope of his employment created the dangerous condition; or (b) [t]he public entity had actual or constructive notice of the dangerous condition under Section 835.2[2] a sufficient time prior to the injury to have taken measures to protect against the dangerous condition.” (Cal. Gov. Code §835.)

Pursuant to §835.4, the reasonableness of the public entity’s act or omission creating the condition is determined by “weighing the probability and the gravity of potential injury to persons ... foreseeably exposed to the risk of injury against the practicability and cost of taking alternative action that would not create the risk of injury or of protecting against the risk of injury.” (Cal. Gov. Code §835.4.)

Additionally, Government Code §840.2 provides that “[a]n employee of a public entity is liable for injury caused by a dangerous condition of public property if the plaintiff establishes that the property of the public entity was in a dangerous condition at the time of the injury, that the injury was proximately caused by the dangerous condition, that the dangerous condition created a reasonable foreseeable risk of the kind of injury which was incurred, and that either: (a) [t]he dangerous condition was directly attributable wholly or in substantial part to a negligent or wrongful act of the employee and the employee had the authority and the funds and other means immediately available to take alternative action which would not have created the dangerous condition; or (b) [t]he employee had the authority and it was his responsibility to take adequate measures to protect against the dangerous condition at the expense of the public entity and the funds and other means for doing so were immediately available to him, and he had actual or construction notice of the dangerous condition under Section 840.04 a sufficient time prior to the injury to have taken measures to protect against the dangerous condition.” (Cal. Govt. Code §840.2.)

In these cases, it is important to visit the location where the incident occurred and visually observe what a vigilant school employee could have seen, if they were paying proper attention. It is also important to establish whether the location at issue was, in fact, a location used by students to avoid detection by staff, even if the prior use was for relatively innocuous behavior. Most school personnel tasked with supervising students will admit that there are warning signs that students are either engaging in a prohibited activity like fighting or bullying, or about to engage in such behavior. These warning signs include, groups of students congregating in one area, a group of students who suddenly disappear from the supervisor’s sightline, with one or two students acting as a lookout, and excessive noise. These warning signs should give rise to the school personnel investigating the activity and stopping it before it starts.

4. NOTIFICATION OF PARENT

It is an unfortunate set of events which leads school personnel to fail to disclose a physical or sexual assault to a child’s parents. The school district will generally fall back on the defense that it had no idea that anything occurred, using their feigned ignorance as an overall defense. As discussed above, if the school district takes the ostrich with their head in the sand approach, this can be compelling evidence of a failure to supervise.

Additionally, where the school district fails to report such violence to a student’s parents, the Courts have found that this may give rise to an independent cause of action on the part of the parents. In the case of Phyllis P. v. Claremont Unified School District (1986) 183 Cal.App.3d 1193, which involved an allegation of sexual molestations at school by a fellow student, the plaintiffs alleged that the school district had learned of the incident but decided not to inform the victim’s mother. The trial court sustained the defendant’s demurrer. The Court of Appeal reversed the ruling of the trial court and held that as the defendants stood in a special relationship to the victim and to her mother, the injuries to the mother were foreseeable and as such the defendants had a duty to inform the mother after learning of the molestation. The Court further opined that the district should have foreseen that withholding the information from the mother would cause more emotional distress. The Court also held that the mother’s cause of action was properly based on her status as a direct victim of defendants’ negligence, and was not derivative of her daughter’s injury. (Phyliss P, supra, 183 Cal.App.3d 1193, 1196-1197.)

Many parents report having continued distress and apprehension following such an incident as they not only no longer trust the school personnel to care for their children, but fear the worst that if something does happen to their child, the school will hide it. This is a crushing realization to a parent who has no choice but to relinquish their child into the hands of a school for a majority of their child’s life, with no reassurance that their child will remain safe.

5. PRE-LITIGATION INVESTIGATION

Before taking on any case against a public entity, it pays to heavily investigate the case beforehand. Take advantage of the virtually free information available through public records act requests which can help you get the following:

a) School protocols and procedures regarding supervision, safety, training of employees and policies on acceptable/unacceptable behavior between students;

b) Training manuals/handbooks which may outline the duties and responsibilities of the school and its personnel with respect to students, including to provide a safe and effective learning environment, complying with district and state policies and regulations, safety of students, monitoring behavior/common areas, recess etc, assessing signs of sexual abuse;

c) Administrative regulations for city/county –student safety, playground safety etc.;

d) “Touching” or “sexual assault” policies—most = “zero tolerance” even for “innocent touching”;

e) Disciplinary policies for students who violate rules;

f) Child abuse prevention policies and training;

g) Prior instances of violence at the school

CONCLUSION

Cases involving injuries to children are always emotionally charged. In taking on such cases, while it might seem intuitive that a child would not have been injured if the school district and its employees were doing their jobs, in order to prevail you must be able to point to specific conduct, or failures on the part of the district and its employees that either caused or contributed to the incident.



[1]Government Code section 830 defines a “dangerous condition” as “a condition of property that creates a substantial... risk of injury when such property or adjacent property is used with due care in a manner in which it is reasonably foreseeable that it will be used.”

[2]Section 835.2(a) sets forth: “[a] public entity had actual notice of a dangerous condition ...if it had actual knowledge of the existence of the condition and knew or should have known of its dangerous character. Section 835.2(b) defines constructive notice as such condition which existed for such a period of time which was of such an obvious nature that the public entity should have discovered the condition and its dangerous condition. Admissible evidence on the issue of constructive notice includes whether the condition would have been discovered by a reasonably adequate inspection system to inform the public entity whether the property was safe for its use . (See, Cal. Gov. Code section 835.2.)